Power transmission



April 12, 1932. J. REECE ET AL. 1,853,454

POWER TRANSMISSION Filed Aug. 14, 1950 6 Sheets-Sheet 1 r, Invenrons QL & F A. R Q

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' mechanical transmission of power, to a driven shaft, representing any Patented Apr.- 12, 1932 UNITED STATES. P TENT oFFr-cr:

JOHN REECE, or BOSTON, AND FRANKLIN A. BEECE, or BROOKLINE, mnssncnusm'rs,

ASSIGNORS '10 REECE TRANSMISSION COMPANY, OF BOSTON, MASSACHUSETTS, A

CORPORATION OF MAINE Application filed August 14,

This invention relates to power transmission, and involves a novel a paratus for the power from a driving shaft, representative of any source Sort of load, in a variable manner, or to afford adjustments of speed ratio between the driving and driven shafts or members. A

typical purpose for which the invention is useful is for the transmission from the engine to the wheels of a motor vehicle, wherein the load is variable and the speed ratio and torque should vary to correspond.

The general object of the present invention is to afford means of power transmission adapted to meet the requirements referred to with efiiciency and smoothness of opera-' tion, with convenience of control, and compactness and strength of structure. A particular object hereof is to aflord ease of shift from one driving condition or ad ustment to another, particularly between the so-called low speed and high speed forwarddrives, and preferably an intermediate or second speed, in addition to a non-drivingadjustment or a zero speed-condition.

' A further object is to aifor'd a transmission of the kind referred to wherein after the -manual initiation of transmission and drive herein it is an object to render the speed the adjustment as between the several driving conditions may be automatic orsemi-automatic; particularly in that, when drive has I been initiated at slow speed (or high ratio),

the increase of speed (or ratio decrease) may be automatically efi'ected' up to thehighest speed, which usually will involve a' ratio of one to one, without internal play of the gearing. .The control referred to, for example may be according to the speed of the vehicle itself, so that the faster the vehicle travels the lower will 'be the mechanical speed ratio from the driving to the driven parts. In the preferred embodiment illustrated shifting semi-automatic by imposing manual control thereover to a partial extent, especially by leaving it entirely to the operator to reduce the iven speed (or increase the ratio) by a' controller element whichmay be shifted from high to second, or second-to end of the figure.

POWER TRANSMISSION 1930. Serial No. f1=7 5,204.

first, or first to zero at will, thereby not merely altering the transmission conditions as described, but imposing a desired speed limit on the automatic control.

A further object is to provide a simple and practical means of affording reverse direction of drive at slow speed or high ratio at will.

Other and further objects and advantages of the present invention will be explained in i the hereinafter following description of an illustrative embodiment thereof or will be paratus and the novel features of combination, operation, arrangement and structure herein illustrated or described.

In the accompanying drawings, Fig. 1 is a I central longitudinal vertical section of a power transmission mechanism embodying the present invention, taken on the section line 1-1 of'Fig. 3, theparts which are-in elevation being viewed in what may be termed left. elevation since the section is taken lookingfrom-the left side of the vehicle, the engine shaft appearing at the-left Fig. 2 is'a vertical foreand-aft section, looking from the right, showing an accelerator or'throttle control'pedal,

supplemented by a-device for initiating the operation of the present invention. Fig. 3 is a transverse section, looking from the rear, taken on the section line 3'3 of 1 Fig. 1. Fig. 4'is'an inclined section view of a detail of construction taken on the section line 4 -4 ofFiggB. Fig. 5 shows a detailv of the speed governor-or centrifuge taken on the sectionline5%5' of Fig. 6, certain parts seenin top view." Fig. 6 is a front elevation,

of the governor orjcentrifugep isa fore-and-aft section taken onthe line 7-7 of Fig. 14,, certain parts seen in right elevation, showingthe arrangement and conne'c-' 1. Fig. is a similar transverse section looking from the rear taken on the section line 10-1O of Fig. 1. Fig. 11 is a diagrammatic view of the control switch and wiring diagram seen in right elevation.

F 1g. 12 is an exterior right elevation of the assembled apparatus, with certain parts broken away to show other parts. Fig. 13,.

in similar right elevation, and partly in section on the line 13-13 of Fig. 9 shows the details of the shaft controlling cams and followers. Fig. 14 is a view partly in rear eleva-tion and partly in section on the line 1414 of'Fig. 12. Fig. 15 is a horizontal section 15-15 of Fig. 121.

View looking from above taken on the line Figs. 16 to 2 1, in connection with the other figures, illustrates a modified control arrangement, Fig. 16 constituting a rear elevation and section on the line 16-16 of Fig. 17. Fig. 17 is a right elevation of the modified switch and surrounding mechanism. Fig. 18

is a right elevation and vertical section on the line. 18-18 of Fig. 16. Fig. 19 an inclined plan view of the steering wheel of a vehicle with a control means added according to the present invention. Fig. 20 is a right elevation of the steering wheel and col-- umn and control connections at the foot of the latter; Fig. 21 is a detail plan View taken on the line'2121 of Fig. 20.

mission at the lowest or unitary ratio "For convenience the driving or power'parts of the apparatus will first be described, then the driven parts, then certain stationary frame or casing parts,-and thereafter the transmitting mechanisms for the several driving adjustments, including the reverse drive, and

finallynthe manual and automatic control for effecting the desired shifts of speed or ratio.

The drivin parts are shown in Figs. 1, 3 aud t. At tie extreme front is shown the shaft 30 which usually will be the crank shaft of the vehicle, engine, of the internal combustion type. The rear end of the shaft is enlarged into a head 31 to which the rotary support or disk 32 is bolted, this with parts carried by it constituting substantially the fly wheel of the engine and fitting within the same space as occupied by the usual fly wheel..

The periphery of the fly jvvheel or driving member 32 is shown provided with gear teeth. 33 which may be the teethcooperating with a self starting device. Spaced to the rear of the driving disk 32 and connected by a sys tem of six studs or bolts 34 is shown'a ring or flat disk 35 heldrigidly to the driving disk by the studs and confining nuts 36. These elements 30 to 36 constitute substantially the rigidly connected parts of the fly wheel, but certain relatively movable parts are carried with these and will next be described.

A pressure ring 37 is shown, concentrically arranged, and facing the driving disk 32. This ring is for the purpose .of applying .clutching pressure to certain parts between it and the driving disk, as will be described.

It is formed with a series of six peripheral projections 38 having'apertures'engaging the studs 34, and other apertures engaging other studs to be described. By this arrangement the pressure ring 37 is slidable axially upon the studs 34, and strong pressure springs 39 are shown confined between rings 35 and 37- and forcing the latter into clutching position, as best shown in Fig. 4. 1 Asecond pressure ring 40 is shown having peripheral projections4l slidingly engaging upon a system of six studs 42 which extend merely from one pressure ring to the other. For example, the studs are shown rigidly secured to ring 37, and engaging slidinglythe ring 40. In order to thrust for- ,wardly the second pressure rings 40, to effect certain clutching actions between it and the pressure ring 37, there are shown a system of springs 43 extending between the ring 40 and the ring 35. the latterhaving sockets 44 to accommodate therear ends of the springs. In

order to limit the relative movement of pressure ring 40 away from ring 37 the studs 42 are shown as having threaded reduced portions at the rear ends engaged by stop nuts 45, in such relation that a gap 46 is left between the ring 40 and thenuts. f This permits the'ring 40 to slide rearw'ardly on the studs sufficiently to disengage the clutch located between the two pressure rings. As 'clear in Fig. 1 there is also a gap between the'pressure ring 40 and the central collar of the stud 42, so that the clutching mo vementof the'ring will not be interfered with by the collar.

The clutch comprising the disk 32, ring 37 and member between them may be considered the low speed clutch while that comprising rings 37 and 40 and the member between them maybe considered the high speed clutch. As will appear, when high speed drive is in effect, both clutcheswill be engaged or closed, while at low speed only the low speed clutch will. be engaged. Second-speed involves the engagement of the low speed clutch with-certain other adjustmentselsewhere. Opening both clutches entirely uncouples the engine from the vehicle wheels. A part of the means for'openingthe second or high speed clutch only, .or for opening both clutches, will now bedescribed, so far as these parts are carried around with the driving disk 32.

A system of six clutch opening levers 48 is indicated, eachof these extending-inclinedly' inwardly to where-they carry contact heads 49 adapted to be thrustaxially by 'non-rotat ing means tobe described; 1 Each of the six clutch levers is shown asfulcrumed upon a lug 50 extending forwardly from. the drivingring 35. For adjustment purposes the lug 50 is shown as formed on a threaded plug 51 which is engaged by an adjusting nut 52- fitted within-an aperture in the driving ring and having a rear flange overlying the ring to hold the parts in position. The turning of the nut 52 changes they position of the fulcrums of the levers and permits correct initial adjustment.

Each clutchlever 48 isshown also pivoted at 53 to a lug 54 extending rearwardly from the second or high speed pressurering 40. By this arrangement .each lever may be swung about its fulcrum 50, and this swinging movement may be guided by a lu g 55 ext-ending rearwardly' from the press'ure ring alongside each lever. f

Bythis mechanism-when the-lever heads 49 are thrust forwardly to'a moderate extent the. pressure ring 40-will'bepulled rearward-f 'ly' against, the pressure; ofits springs 43. This effects'tlie' unclutching of the high speed" clutch. .f-"TheQ-ring slides on I the six studs 42, and the; sliding movement ceases wheny the ring comes-incontact with the stop nuts 45. If now the clutch lever heads are thrust still, further forward the ring will be drawn; further'rearward. Due to the engagement of. the ring with the 'stop nuts the studs 42 will be pulled rear- Lw ar'd and thereby the low speed pressure ring 37 willl-be'draw'nrearward against the pressure of itssprings' 39. Atthe end of this movement both clutches are effectively disengaged and'thefengine runs free. Letting the clutch levers return-by steps to the high speed position as showniin Fig. 1 causes first the eng'agementof thelow speed clutc'h'and with high speed clutch..

.The driven p r ts in connection or universal joint between' the drivenlshaftandrtheiisual propeller shaft or other mechanical device extending to the vehicle wheels. The member 64 is shown as mounted upon theldrivenshaft through key- ,ways 65in the latter as indicated n Figs. 1 and 14. A gear 661 is similarly keyed upon the driven shaftand confined in front of the member 64, and in front of the gear is a sprocket wheel 67, the hub of which may be pinned against longitudinal movement on the shaft.

- Further'forward on the driven shaft, and slidable thereon in the keyways 65, is a shiftable sleeve 69, shown in its forward position, giving forward drive, but adapted to be shifted rearwardly to reverse the direction of drive. The sleeve 69 is shown as having a pair of fianges 70 forming a groove engaged by the reverse shifting means to be described. Near its forwardend the sleeve 69 is formed with outer teeth 71, these constituting a clutch through which the power isdeliveredto the driven shaft whether at'high, second or low speeds or reverse.

The frame or casing parts include the following, and others which will be referred to later in connection with specific parts of the mechanism with which they cooperate. Surrounding the frontend of the transmission is a stationary housing-74 of cylindrical shape 7 which may represent the housing ordinarily used to enclose the .fly wheel. The rear end of the housing. 74 is curved inwardly to a smaller diameter and there has attached to it a removable housing 75 also of generally cylindrical shape. This in turn is formed at its rearward portion into inwardly extending walls 76, the lower portions of which are-extended rearwardly as walls 77 enclosirkg the lower side of the transmission and a ordin'g space for the counter shaft to be described. At the rear end of the wall 77 there is shown attached an inwardly extending wall 78 which again is shaped rearwardlyinto a cylindrical wall having an enlarge ment or head 79. Between the stationary head 79 and the driven shaft is shown a ball bearing 80. Attached to the head 79 and extending rearwardly therefrom is indicated a cylindrical extension wall 81 which may enclose the universal joint 64 and parts to the rear thereof as may be desirable. The top side of the housing portion enclosed by the --walls 76, 77, 78 and 79 may be open for assembling and access, but closed by a removable cover 82 having an upward enlargement to accommodate certain parts as clearly shown in Figs. 1, 9 and 12. The concentric inner part of the walls 76 is shown as having attached to it a fixed sleeve 83, the flange 84 of the sleeve being secured 'to the wall'. Between the sleeve and the parts inwardly thereof is shown a roller bearing 85 by which the concentric relation of the parts is maintained.

The clutch shifting means for the first or low speed clutch and the second or high speed clutch, already described may be arrangedfor example as follows. The rounded and hard-' enedends or heads 49 of theclutch opening levers 48 are shown as adapted to be contacted by a flange 90 formed upon a ring 91 enclosingbetween its forward and rearward parts a thrust bearing 92 surrounding a sleeve 93 slidably arranged upon the fixed sleeve 83. As shown in Fig. 1 the ring 91 and its flange 90 are in their rearward position, with the flange out of contact with the lever heads, so that the two sets of springs 39 and 43 take effect to close both clutches.

In order to open one or both of the clutches means is shown for thrusting the sleeve 93 and ring 91 forwardly. Thus as best shown in Fig. 3 the enlarged part of sliding sleeve 93 is formed with outstanding cars 94 which are perforated to receive the thrusting parts or pins 95 of a pair of lever arms 96 extending, like a yoke, from a shaft 97 mounted in the lower part of the housing in bearings 98. By this arrangement the sleeve 93 may be caused to slide forwardly and allowed to return rearwardly, but does not rotate, while the thrusting ring 91 is moved with the sliding sleeve, but capable of rotation while operating upon the clutch levers 48, due to the thrust bearings 92 between the ring and the sleeve. The shaft 97 may carry an operating arm 99, seen in Figs. 3, 12 and 13.

It is therefore merely necessary to turn the shaft 97 carrying the yoke arm 96, in order to thrust forwardly the sleeve 93 and ring 91 to operate the clutch levers to open the high speed clutch or to open both' clutches in accordance with the extent of movement. This turning of the shaft 97 may be effected in various ways, for example by manual or pedal actuation, but as will be subsequently described it may also be actuated through automatic or semi-automatic control.

It-will be convenient to complete the description of the transmission itself, as shown able from its frontward position to its rearon Figs. 1, 3, 4, 9 and 10 before taking up the means of control thereof. Referring next to ward position through the flanges 70 of the sleeve, forming a circumferential groove -which is engaged by a stud or head 100 mounted at the forward end of a sliding rod 101 mounted in an upward extension 102 of the housing enlargement 79. The rod 101 may be slid forwardly or rearwardly manually or otherwise in connection with shifting the transmission from forward to reverse drive, as will be subsequently described.

Next will he described the mechanism intermediate the driving parts and the driven shaft for communicating low speed drive to the latter when the second or high speed clutch is open, and the further mechanism for converting the transmission between low speed and second speed, while the clutches are -in this condition.

The parts between the driving and driven shafts include several rotary parts, preferably concentric with the axis of rotation of the driving and driven shafts, One of these parts may be described as a central intermediate shaft 105 as it is preferably. a solid shaft and extends in axial side of the clutch annulus.

alinement with the driving and driven shafts 30 and 60, with a ball bearing 106 between the driving and intermediate shafts, and at the rear of the intermediate shaft a hollow enlargement 107 with a roller bearing 108 between it and the driven shaft.

The intermediate shaft 105 is connected with the low speed clutchand takes part in the transmission of drive at all speeds and reverse. The low. speed clutch may be described as consisting of the driving disk 32 and opposed to itthe pressure ring 37, with a clutch. annulus 110 between them, and preferably a friction disk or washer 111 at each Near its inner edge the clutch annulus 110 is formed with a forward flange 112 projecting into an annular recess 113 in the driving disk 32, so as to prevent oil reaching the clutch parts, the oil passing forwardly through inclined holes 114 for delivery into the housing 74.

The inner part of the clutch annulus 110 is shown as attached to a dished web 116, the

inner end of which in turn is attached to a sleeve 117 slidingly secured on the intermediate shaft by 'keyways 118 in the latter. By this arrangement the clutch annulus and intermediate'shaft 105 are compelled to rotate together, while the annulusis permitted to shift slightly axially with the opening and closing of the clutch 32, 110, 37. The other or rear end of the intermediate shaft 105, namely around the enlargement 107, is shown formed with teeth 119 by which the connections of the intermediate shaft, yet to be described, are made.

The second or high speed clutch may be considered as comprising the pressure rings 37 and 40 and a clutch annulus 120 between them, with friction disk or washer 121 at each side thereof. When the springs 43 are in effect these three clutch parts are frictionally clutched together. The clutch annulus 120 is secured at the outer part of an offset web 122 which is formed with an oil recess 123 and delivery passage 124 to protect the clutch, in connection with a flange 125 :on the web, from access of oil.

The hub 127 of the web 122 is shown engaged by key with an intermediate sleeve 128 in the nature of a hollow shaft, surrounding the intermediate shaft 105. At its rear end the intermediate sleeve is formed with a; web 129 which extends first transversely outward and then cylindrically rearward and then transversely outward to a cylindricalv member, drum or head 130 adapted to be held stationary at certain times, and constituting a bearing for certain parts enclosed within it, the head 130 having an eccentric recess 131 operating as will be described. Between the web 129 of the sleeve and the intermediate shaft 105 is shown a ball bearing 132. Also, at the forward side of the web is shown a gear 133 which is preferably a herringbone and leaving the drum free.

gear, attached by pins 134, and adapted to engage and 'drive a complementary gear on a counter shaft yet to be described.

The drum 130 normally runs free or idle, but for the purposes of second speed drive is to be anchored or held stationary, so as to constitute av stationary bearing for the parts within it, being thus the equivalent of an axle centered at the eccentric point about which its recess 131 is described. For the purpose of anchoring or holding the drum 130 it is shown as surrounded by a braking strap or shoe 136, seen in Figs. 1 and 9, the ends of the strap having lower and'upper heads 137 and 138 accommodated within a leftward extension 139 of the housing. The lower strap head is shown as perforated to receive'a pin 140, the bottom end of which is dropped into a recess in the fixed wall, and a screw 141 and lock nut being employed to hold. the head against displacement. Surrounding the pin 140 and extending between the two strap heads is a compression spring 142 tending to separate the heads by forcing upwardly the upper head, thus normally removing the strap For the purpose of depressing the upper strap head against the resistance of the spring to tighten the strap around the drum, the head'is shown recessed to receive a contact piece or sphere 144 upon which bears the lower ends of a. vertical thrust pin 145 sliding in a part of the fixed housingand with its upper end projecting to an accessible point above the housing, as indicated also in Fig. 12. For the purpose of depressing the'pin I 145 there is shown an adjustable contact memher or screw 146 mounted upon the short horizontal arm 147 of a bell crank lever fulcrumed at 148 on fixed brackets and having its long arm 149 extending downwardly to an operating point. This may he considered the opera ating arm of the brake strap, since if this arm, is pulled forwardly, or to the right in Fig. 12, it causes the thrusting down of the pin 145 and strap head 138 to tighten the strap and anchor the drum130, thus applying second speed drive. This control may be effected by pedal or otherwise manually, but preferably is performed automatically or semi-automatically as will be subsequently described. The arm 149 is seen also in Fig. 13.

Next will be described the transmitting parts extending to the driven shaft 60 from the intermediate shaft 105 and intermediate sleeve 128. the former of which has been decated, when both the first and second clutches are free, and there is no drive.

are open the intermediate parts 105 and 128 The first clutch is closed for all drive conditions. When both the clutches are closed the intermediate parts turn together with the result that the connections yet to be described will turn substantially as a unit with the intermediate parts thus efi'ectively coupling the driven shaft to the driving shaft for silent full speed drive. Vhen, however, the second clutch is open and the first clutch is closed the intermediate sleeve 128 is not turned with the driving parts, and may either run free, in which case low speed drive is transmitted, or may be anchored by the brake strap 136 applied to the drum 130, in which case the gearing to'be described will deliver second speed drive.

-' Referring particularly to Figs. 1, 9 and 10 the drum or head 130 of the intermediate sleeve 128 has the eccentric recess 131 already referred to. Designating by 150 the general axis, the center of eccentricity of the recess is designated 151 on Fig. 9. Running against the interior of the drum are a series of rollers 152 constituting a bearing of which the drum is the outer race, the inner race consisting of a ring or flange 153, which of course is also eccentric. The ring 153 is shown formed with an inwardly extending web 154 having at its inner point a second flange or ring 155, carrying inner gear teeth 156 and outer gear teeth 157. The inner gear teeth constitute an internal gear engaging at one side with the teeth of the central gear 119 of the intermediate shaft. There will be play between the gears 119 and 156 except at high speed drive. To complete the internal-external gear combination there is shown an internal gear 159 formed within a ring or flange 160 connected as will be described. The gear 159 is concentric with the central axis of the transmission and at one side meshes with the external teeth 157 of the gear ring 155, nameas extending forwardly from a web 161 which a web extends outwardly from a rotary sleeve 162 carrying, near its rear end, inwardly extending clutch teeth 163 engageable by, and shown in Fig. 1 as engaged with, the clutch teeth 71 of the shiftable driven shaft sleeve 69. The web 161 is shown as having an outward extension 164 with a rim or clutch ring 165 extending rearwardly at .the periphery thereof, for cooperation with parts to be described in effecting slow drive. The described elements 159 to 165 are shown as a single rigid or integral member, and between the sleeve 162 and the driven shaft is shown a roller bearing 167'assisting to keep the parts in their correct concentric positions The clutch rim 165 of the united concen tric elements 159-165 is arranged as one member of a one-way drive device or' over running clutch embodying a number of roll ing elements or wedges 169 as seen in Figs.

1 and 10, six of them being shown, confined between'the clutch rim 165 and an inside clutch member 17 having tapered recesses 171 in which the rollers are adapted to be wedged when the clutch member 17 0 is turning counterclockwise in Fig. and the clutch rim 165 is not overrunning or turning at a higher speed. This one-way drive device takes part in the low speed drive as will be explained, yet permits the driven parts- 7 to overrun when second speed is .engaged.

The clutch member 170 is shown formed with asleeve172, concentric with the driven parts.

By means of pins or rivets173 the clutch member is attached t o a gear 174, preferably of the herringbone type. The web of the gear has an inward extension 175 provided with clutch teeth 176, adapted to be engaged by the teeth71 on the driven shaft sliding sleeve 69, for reverse driving purposes, the latter however shown in Fig. 1 out of engagement therewith. 170 to 176'constitute a substantially unitary member concentrically arranged, and. a roller bearing 178 is shown interposed between the sleeve 172 and the sleeve 162 already de scribed. Each of the clutch rollers1169 may 'be'provided with a spring pressed device 179 tending to press each roller intoclutchin" engagement, as is usual with this type of clutch.

In order to communicate rotary motion to the united elements 170- to 17 6 for slow drive and for reverse drive purposes the 78 respectively. Bythis means the counter v shaft 183 is maintained in rotation. It should be explainedthat when both the first and second clutches are closed the intermediate sleeve 128 turns forwardly, or counterclockwise in Figs. 3, 9 and 10, at the full driving speed, thus transmitting a-reverse or clock wise rotation tothe counter shaft 183, which will be substantially the same speed as' that of the driving shaft, although its speed could J be reduced if desired by employing a gear 182 of larger diameter than-the gear 133. When however the second clutch is open, and the drum 130 is not anchored by the brake band, the drum and the intermediate sleeve 128 and the gear 133 will be free, so far as- The described parts transmitting high or second speed drive is concerned, but will be rotated positively in a reverse or clockwise direction, thus communicating forward or counterclockwise rotation to the counter shaft, for the purposes 7 of low speed drive.

. At the rear end of the counter shaft 183 is a second and smaller gear 186 which is preferably a herringbone gear and rotates in the same plane with the gear 17% already described. The two gears 182 and 186 are fast on the counter shaft which is formed with keyways 187 for this purpose. The small diameter gear 186 on the counter shaft does not engage directly the gear 174, but as best seen in Fig. 9 engages an idler gear 189 turning loosely on an axle 190 and meshing with the gear 170.

By this arrangement of gearing, including the'counter gears, a slow forward rotation is given to the inner clutch member of the one-way device for low speed purposes, while a reverse direction of rotation, also at low always in the same direction as the counter shaft due to the interposed idler 189.

The operation of the gearing so far de-v scribed will now be referred to. As already stated, when the two main clutches are open, there will be no transmission or drive, and the vehicle will run free. Also when both main clutches are, closed there will be high speed drive, the driving, driven and intermediate parts all turning as a unit, without internal .play. This is due to the fact that the intermediate shaft 105 and sleeve 128,

being both coupled to thedriving shaft 30, are in effect coupled to each other, so that the gear systems commencing with the drum or bearing head 130 and the central gear 119 are prevented from internal play, the entire system becoming internally rigid and rotating with the intermediate parts and drivengagement 71, 1 63, turning the driven shaft ing shaft and thereby, through the clutch at the full driving shaft speed. The unitary parts 17 0 to 17 6n1ay turn idly independently of the other parts, due to en agement with the gears on the counter sha t, but without effect. The remaining driving conditions to be described are the low speed forward, second 'speed'forward, and the low, speed reverse It will be convenient to commencewith the second speed forward'drive, put into effect by tightening the brake band or shoe 136 so as'stationarily to hold and anchor the drum r or' head having the eccentric recess 131 within which the. unitary system 151157 rotates. Of the unitary parts mentioned the gear ring 155 with-its interior teeth 156 and exteriortee'th 157 is the active part, this double gear rotating about the eccentric axis 151. The head 130 therefore is the equivalent of any eccentric shaft, carried by the in termediate sleeve 128, on whichthe double gear turns about the axis 151. Normally the "bearing head 130 and the eccentric axis 151 will be in a floating condition, due to the rotary character of the sleeve 128, but under the'assumed conditions the bearing head 130 and therefore the axis 151 are maintained stationary, for example in the position shown in Fig. 9, the eccentric axis being directly below the concentric or main axis 150 'of the system.

Under second speed conditions the intermediate shaft 105 isturning counterclockwise or forwardly with the driving shaft. Its rear end or head 107 carries the gear 119 which partakes of theforward rotation. This central gear 119 engages theinternal gear 156 at a driving point opposite to the eccentric axis on which the gear 156 turns. Due to the difference in-diameters the larger gear 156 turns at a lower angular speed than .thecentral gear 119. The external gear 157 is unitary with the gear 156 and therefore also is eccentric. The gear 157 engages the internal gear 159 constituting part of the unitary system- 159165. As seen in Fig. 9 the engagement will be opposite to the engagement between the gears 119 and 156. Owing to the difference in size between gears 157 and 159 the takes of the reduced speed drive, which is sufiiciently lower than the high speed drive to constitute a pract cal second speed for motor vehicle purposes. I

It may beconvenient here to state the speed 1 ratios afforded by the disclosed mechanism when constructed in the proportions shown.

At high the ratio is of course 1 to 1. The

second speed is at the ratio of 1.5'to 1, giving a torque 50% greater than l' igh speed. The

low speed, yet to be described, affords a ratio of 3 to 1, with torque of triple the normal extent. The reverse drive is approximately 3.2 to 1 ratio. 2

Comingto low speed'drive, the shoe or strap 136 is to be loo'senedsozthat the drum or hearing head 130 may run free. The second main clutch is open, leaving the drive to be communicated from the driving shaft through the first main clutchand through the intermediate shaft 105 'andlLcentral gear 119 carried thereby. The parts otherw se will be in position as shown in the drawings.

Perhaps the best way to consider the low speed drive is first to assume that the driven shaft 60 is held against rotation. This holds stationarily the unitary system 159-165, although of course as the driven shaft yields to the low speed drive these'parts will turn slow- 1y forward. Referring to Fig-9, and continuing the assumption that the concentric gear 159 remains stationary with the driven shaft, the power turning of the central gear 119 willcause the rotation of the eccentric double gear 156-157, the outer teeth of which therefore will advance or creep around the teeth of the fixed internal gear 159. a This necessarily results in a bodily shift of the double gear as it rolls progressively around its orbit, with the result that the axis 151 is compelled to planetate about the main axis 150, namely in a clockwise or relatively re-.

verse direction. This axis 151 is merely the center determined by the eccentrically recessed bearing head 130, which in this adjustment is free, and is therefore compelled, by the described gear motions, to turn clockwise or reversely, thus carrying with it the intermediate sleeve 128 and the herringbone gear In other words, during slow speed drive, I

the sleeve 128 and gear 133 are compelled to 'turn reversely to their usual rotation. The

gear. 133 therefore turns the gear 182 and counter shaft 183 and the rear gear 186 oppositely to their usual motion. The idler gear 189 therefore operates to transmit forward drive to the gear 174 constituting partof the unitary system 17 0176.

This speed obviously W 11 be much slower than the full driving speed, in fact, with the proportion shown, about one third of the full speed. The drive is communicated from the clutch member 17 0 through the wedging rollers 169 to the surrounding clutch member .165 which, as first described, is now substan tially a part of the driven shaft. The driven shaft is thereby compelled to partake of the slow forward rotation as transmitted through the cortntershaft and clutch member 170. At the same time the arrangement is such that the drive is in forward direction only, and

. there is no positiy e coupling. In other words the driven shaft and parts turning with it may at any time be taken away from the low speed connections, as for instance when the second speed drive isput into effect, when the clutch member 165 will be caused to overrun the wedging rollers and slow turning clutch I member 170.

The change between slow and second 1 speeds therefore is very easily, smoothly and quietly effected, namely by tightening the brake strap-136 frictionally upon the drum 130 to secure second speed, overrunning the slow speed, and merely loosening again the brake strap, allowing the driven speed to fall is attained the herringbone gear 133 will turn forwardly atfull speed, as described, thus turning .the counter shaft reversely at full speed and turning the unitary system 17017 6 reversely at reduced speed, in the ratio of 3.2 to 1. this reverse drive being comclutches and with the drum brake.

municated directly to the driven shaft through the clutch teeth 176 and 71.

Vhile the shifts of drive may be independe'ntly effected by manual or pedal means, through the operating arm 99 and shaft 77 to control the first and second main clutches, and through the operating arm 1 19 to control the braking of drum 130, and through the rod 101 to control the shift from forward to reverse, thereis herein shown means for automatically or semi-automatically effecting the shifts in proper coordination, so that one conditionwill be discontinued in the applying of another condition. In the principal embodiment, Figs. 1 to 15, the drive is'required to be initiated manually, which term is intended to include pedal or the like, and thereafter is automatic both as to increase of driven speed (and reduced ratio) as the speed of the vehicle increases, and the reduction of driven speed (with increased ratio andtorque) as the vehicle slows down; while in Figs. 16 to-21 are shown modifications where by manual control maybe imposed upon the automatic shifting of conditions.

The actual shift between high, second, low and zero speeds is shown as effected by controlled movements of the control arms 99 and 149 connected respectively with the main Fig. 12 shows the relation of the control arms, and the parts not? therein shown are separately shown in Fig. 13 where it is seen that two cams mounted to turn together can be oper ated in unison to effect the movements of the control arms to giveJzhe several desiredadjustments. v

The clutch control arm 99 is shown as carrying a cam follower or roll 198 while the strap control arm 149 carries a cam roll 199.

The camroll 198 runs on the periphery of a' cam 200 while tl1e, roll 199 runs on the periphery of a cam 201. The two cams are shown turning loosely upon a fixed stud or axle 202 and secured to each other and to a driven disk 216 by a pin 203. The two cams may be turned between four positions.

strap tightened. Further rotation similar- 1y brings the points 7) and 6' into effect, the first clutchremaining closed and the second clutch and brake strap being open, resulting in low speed drive. Further rotation gives the extreme adjustment (1 and a corresponding with zero speed or disconnection, both clutches and brake strap being released. By 4 reversal of these rotary shifting movements of the cams the transmission can be changed from zero to low, second, and high to step up the speed correspondingly. The change i from zero to low-can only be done manually or by the intention of the driver, while the other shifts may be automatic, both for speed increase and speed decrease adjustments.

For the purpose of automatic rotation of the control cams 200 and201 there maybe employed a special motor 205 which may be an electric-motor, reversible'in direction to effect the shifts, and with means for disconnecting or stoppingthe motor in each of the four designated positions of the cams. The connections between the motor and the cams 200 and 201 may comprise the following gearing which may give a speed reduction, for example in th ratio of 460 to 1 between the fast turning motor and the slow turning cams.

' The motor is shown attached beneath a fixed frame bracket 206. The motor shaft carries a pinion 207 which pinion meshes with a large gear 208 attached to the periphery of a disk 209 turning loosely on the reduced part 210 ofthe stud 202. The hub portion of the disk 209 carries a pinion 211 which in turn meshes with the periphery of a large gear 212 mounted on a counter stud 213 and having attached to it a pinion 214 which in turn engages a large gear or teeth 215 formed at the periphery of a disk 216 turning loosely on the stud 202 to the rear of the cams 200 and 201, as best shown in Flgs. 9 and 12. The pin 203 which connects the-cams 200 and 201 is extended through also into the disk 216, so that the two cams and the-disk turn as a unit. Thereby when the motor rotates at high speed the cams turn one way or the other, in accordance with the direction of the current to the motor, at slow speed, between one and another of the four adjustment positions.

Referring next to the control of the motor, this might be effected manually, and in fact .ence also to Figs. 1 and 2; A disk 219 of insulating material is shown mounted for limited rotary movement, being attached to a rock shaft 220. The disk carrles two curved contacts or brushes 221 and 221 insulated from each other and spaced with substantial gaps 222 and 222 between them. Before describing the cooperating contacts and the wiring the pedal starting connections will be described, these comprising a radial arm 224 mounted on the disk 219 and extending d0wn foo wardly' to where it has a pin and slot connection with a connecting rod 225 extending forwardly into pivotal connection with a lever 226 which is pulled by a spring 227 to hold the upper end of the lever against a cam 228 mounted on the sliding stem 229 of the accelerator or pedal 230. When the pedal is depressed the cam throws the train of. connections and-the brush disk 219 is shifted. to close the contacts and start the motor for shifting the control cams and throwing the transmission into low. The

2 slot in rod 225 gives play for movements of the disk 219 after starting.

A pair of opposite contacts 232 and 232 cooperating wtih the gaps 222 and 222*, and other opposite contacts 233 and 233 always contacting the respective brushes 221 and 221", are supported upon an insulating contact disk 234 arranged to turn loosely on the shaft 220. When the contacts 232 and 232 are centered in the gaps the motor is inoperative. When relative rotary movement shifts the brush disk 219 then the circuit is closed in one direction or the other to operate the motor in one direction or the other. Thus, for example, if the brush disk rotates clockwise in Figs. 11 and12 the brush 221 will be contacted by the contact 232 and the brush 221 by the contact 232 In that condition the circuits may be as follows. From the contact 232 extends a conductor 236 to the field coil 237 of the motorand thence by conductor 238 to the contact 232 and brush 221*. From the contact 233 extends conductor 239 to the motor armature trolled according to the speed of the vehicle counterclockwise in Fig. 13 until the positions 0 and 0 have been attained, giving a reduction in driven speed, when the motor circuits will be broken as will be described.

When the brush disk is turned relatively in the opposite direction the opposite actions take place, for a relativedncrease of driven speed, the current from the battery passing in the same direction as before through the motor armature, but oppositely through its field coils.

The control operation is such that the progressive shift of the brush disk 219 is conand is effected through a governor or. cen- 90 trifuge turned by the driven shaft. VVhenever sucha shift takes place, either for speed increase or decrease, the contacts of the rotary switch are closed one way or the other and the motor is thus put into operation in such direction that the disk 234 will be caused to turn and follow the movements of the disk 219, until the contacts 232 and 232 have. moved around again into the gaps 222 and 222*, when the motor will be cut off and stop; this act of adjustment shifting the control cams 200 and 201 and thereby making .7 the change of driving adjustment either for increased or decreased speed, as the case may The centrifuge mechanism governing the rotary shifts of the brush disk 219 may, for example, be as follows. The shaft 220 of the disk is shown as mounted in a bearing 245 extended from a housing 246 which in turn we is attached to a housing 247 constituting an extension of the casing parts 78, 79, as seen in Figs. 1, 7, 12 and 14.

The turning of the'shaft 220 through a sufficient arc to give the four adjustments a, b, 0, d is shown as eflected through a toothed sector 250 attached to the left or inner end of the shaft, this sector engaged by a rack 251 mounted on a slidable bar 252, so that the sliding of the bar swings the sector and turns no the shaft. The bar also partakes of certain rotary movements, therefore the rack 251 is shown as having circular teeth, engageable with the sector in all positions of the bar.

The bar 252 turns with and is surrounded by a hollow shaft 253 the ends of which rotate in ball bearings 254 in the housing walls. The hollow shaft carries a sprocket Wheel 256 and this sprocket wheel is driven through a chain 257 from the sprocket wheel 67 on 129 the driven shaft, already mentioned, as shown in Fig. 1. By this arrangement the hollow shaft 253 constantly turns at a speed proportional to the speed of the vehicle, and it constitutes the governor shaft.

Surrounding the hollow governor shaft 253 is a sleeve 259 which can slide axially thereon. A pin 260 is shown extending from the sleeve 259 through the hollow shaft- 253 and into the sliding rod 252, the hollow shaft 180 having opposite slots 261 for the passage of municated through the slotsand pin to move the pin. By this means the sliding 'move-.

ments of the sleeve over the shaft are, comtherod axially. Rotary motion is conveyed to all these parts through the sprocket wheel 256. The governor details are shown in Figs. 58.

The rotary and slidable sleeve 259 carries a pair of outstanding projections or wings 263 each formed with-a diagonal slot 264' constituting a cam, and within each cam slot runs a pin 266 forming part of a centrifugal governor weight or mass 267. Two such masses are shown'and. these are pulled to- Ward each other by radial springs 268 andare thrown outwardly to varying degrees by the centrifugal forcedeveloped by the communicated rotary motion. [he governor is represented more or less diagrammatically.

'. I It is to be understood that, as is usual with centrifugalgovernors, the movable masses tend to move outwardly to difl'erentradial extents corresponding with different speeds of the vehicle, above any speed that would of rotation. Thus, at a certain high speed require increase of ratio above unity, each of the masses will stand at its outermost position, as shown, whereas at lower speeds the masses may move inwardly progressive 7 1y toward their innermost positions.

-. ,ing limits tothe inward and outward move- The masses are' guided in radial guides ments ofthe masses. The governor springs may be compound or multiple to give the de sired definite action and offset the increase of centrifugal force with increase of radius,

I or any other type of governor may be employed for the purpose, the one shown being intended as a conventional illustration.

Instead of a gradual or progressive shift of the masses and of the sleeve, and ,therefore of the connected'parts extending to the ro-' tary switch, it is preferred that these should receive a sudden movement from. one definite position to another, corresponding to the four positions a, b, c and d, of" the control cams 200 and 201. This snap action may be secured by the following expedient. Extending through each of the centrifugal masses, is

'shown ayielding pin 272' having an inter-'- nal spring and with a rounded nose project ing at each end in position to; engage one or another of three notches 27 3 formed in the guides 270. This arrangement is clearly 65 shown in Figs 7 and 8, where the pins 272 are in the outermost notches, marked (26,:

corresponding to high.

If the vehicle slows down sufficiently to causes a shift of the governor masses, they will thus not shift at once, but the shift will be delayed until the inward pull of the governor springs 268 sufliciently overcomes the centrifugal force to dislodge the yielding pin 272 from the outermost notch, when the mass will shift inwardly with a snap movement,

the pin becoming enga ed yicldingly in the second notch c, shown or convenience at the.

opposite side. The three notches, (Z, c, I), determine three positions of adjustment, while the inner end of each cam slot 264 determines the limit of inward movement of the masses, at position a, with no drive, and the centrifuge not functioning. It should be explained that preferably the vehicle speed at ordinary slow is" such that the centrifuge will standat 7) position, and thus maintain transmission and travel, return to zero speed being prevented, unless the vehicle is intentionally so much slowed down, as by brake or. throttle, as to allow the centrifuge to drop' to zero or a position. A convenient way of unclutching by mere braking or throttling is thus afforded.

* By the arrangement thus far described the rotary brush disk 219 will remain in any existing position, after the .drive is once started, until the speed of the vehicle is changed so far as to cause the snap adjustment re- .ferred to,-when the masses will move suddenly from one'position to the next causin their pins to shift the sleeve 259 correspon ingly whereby the rack 251 swingsthe sector 250 and ives a snap movement of the brush disk. -T is closes. the circuit and starts up the motor tobring about a correspondin adwhichisof particular importance in that, in breaking the motor circuit, the snap action tends to prevent the formation of an electric arc at the point of breaking contact. e.

'The readjusting of the contact disk 234.

from position to position with a-snap action following each readjustment of the brush disk 219 is shown as effected from the rotation .justment of thecontact disk 234, whic as will appear, is also preferably given a snap movement from each position to the next,

of the motor 205 which drives the two control cams 200 and 201. As already stated those two cams are-turned by and with a. toothed disk 216, andthis disk carries and turns two other cams 290 and 291 b which 1 the contact disk. is readjusted. It wil be convenient to describe the connections commencing at the contact disk 234. j

- The periphery of the contact disk is shown as havin four adjacent notches 277, of

pin or finger 278 pressed yieldingly into the notches by a spring 279', to position the disk. This affords the snap action, and the disk will rounded orm,"a'nd engageable in turn bye I.

its adjustment until sufficient readjusting pressure is applied to cause the finger 278 to becammedout ofone notch,.the disk turnsecured to the disk by three attachments 283.

The spring wire is so shaped as to contact the'arm at both sides, so that 1f the arm is swung in either direction it will tend to turn the disk, the spring however yielding at first,

so that the disk does not turn until the pressure of the spring is sufiicient to cause the finger 278 to snap out of one notch into the next.

This radial arm 281 is shown connected by a link 285 with the free end of a swinging'arm 286 fulcrumed on thehousing 247 and forked at its lower end so as to afford two fingers or followers, namely the finger 287 overlying the right side of the cam disk 216 and the finger 288 overlying the left side of the disk, as shown in Figs. 12 and 15, the left finger carrying a reversely shaped follower 289.

Cooperating-with the right and left followers 287 and 289 are the right and left cams 290 and' 291 already mentioned, attached or formed on the disk 216, as seen also in Figs.

' 9 and 15. The right cam 290 is able to thrust outwardly or rearwardly only .on its fo'llower, to throw the radial arm 281 rearwardly, that is to the left in Fig. 12, to give speed-decreasing adjustments; while the left cam 291 is able only to pull its follower 289 inwardly or forwardly, to give thereverse motion to the radial arm, and speed-increasing adjustments.

As the parts are set inFig. 12, as in all of Figs. 1 to 15, the high speed or low (unit) ratio drive is in effect. The connected followers 287 and 289 are shown engaging their cams-290 and 291 at points marked d, corresponding with the points (l and d on Fig. 13. The first or right cam 290 and follower 287 operate during speed decreases, as follows. The cam .disk 216, turning counter clockwise in Fig. 12, brings the successive portions of the cam 290 into action on the follower 287. From the point cl the cam is first concentric but rises or curves outwardly shortly before reaching the second speed position 0. Therefore, as the adjustments are being completed for the second speed drive the swinging arm 286 is thrust rearward (left in Fig. 12) by the cam, and as this motion is completed the radial arm 281 will take its nextrearward position, and the contact disk 234 will snap around one space, thus registering its contacts with the gaps of the brush disk, and cutting off the current and stophas slowed down substantially, due, for example, to an up-grade. The described movements cause the control cams to shift the drive to second speed.

If the car continues to slow down, indicating the need of low speed drive, the governor will contract and cause the brush disk 219 to shift another unit or space, and the motor will restart in the same direction as before to'eifectthe necessary ratio adjustment and at the same time turn the disk 216. ihe cam 290 on disk 216, as before, is first concentric beyond the point 0 and is then eccentric as it comes to the point Z), so that the ping the motor. It was assumed that the car follower 287 and the radial arm 281 are thrown rearward, causing another snap shift, without sparking, of the switch contact disk 284. The control cams and drive are now at slow or Z) position.

A further decrease of car speed may effect one or more adjustment in the same direction, for example if the engine is throttled down, or the brakes applied, or a substantial upgrade is encountered without opening the throttle. The governor will then cause another closing of the circuit by shift of. disk 219, and an operation of the motor, which in turn will shift the cam 290 so that it will move around while the follower 287 travels relatively from Z) to a. final rearward shift to the radial arm 281, a disconnection of all drive by the control cams, and a stoppage of 'the motor 205. Drive cannot be automatically restored since the governor has come to rest, and the motor circuit cannot again be closed except by the manual operation of depressing the button 230 of Fig. 2. But if the vehicle should accelerate, as on a downgrade, the governor will be able to make the initial and other shifts, all control being automaticexcept the initial starting of drive when the vehicle is at rest. If it is desired to maintain the drive in second or low when coasting this may be afforded by the semi-automatic arrangement of Figs.

After restarting of drive and during increases of speed actions take place the reverse of those described through themotor driven cam 291 acting on the follower 289, which operates'to pull the radial arm 281 step-bystep through its positions I), 0 and 0?, as the car speed increases, and the respective This will 'give the ration of the contours not merely renders the action of each cam free from interference by the other, but gives the necessary loose motion or play for the snap action or sudden readjustment of the parts.

A reversal of drive may be effected by any convenient mode of actuation of the shift rod 101 to shift the sleeve 69 to reverse position, followed by a closing of the two main clutches, for example through the control cam 200 acting through the arm 99 and shaft 97 to allow the closing of the clutches by their closing springs, as described. When these shifts have been made the driven shaft will be turned reversely or clockwise in the ratio of On Fig. 12 has been indicated conventionally a mode of mechanical interconnection whereby these adjustments may be brought about in properly timed relation from a. single controlling handle or lever. Thus a reversing lever 294 is shown having a fixed fulcrum 295, and provided with a pin and slot connection 296 to the shift rod 101, such that when the lever is swung rearward, or to the left in Fig. 12, the first part of the movement shifts the rod into reverse, the second part the movement being idle due to the slot running upon the pin. Below its fulcrum the reverse lever has a downward extension 297, the lower end of which is connected with a pinand slot connection 298 with a link 299 extending therefrom to the radial arm 224 of the brush disk 219 of the rotary switch.

The slot 298 insures an idle movement in the first part of the throw of the lever before the final throw of the lever moves the link and shifts the arm into the position shown in Fig. 12, which is the same as the high speed posi-v tion, both of the inain clutches being thereby closed through the actuation of the motor 205 and the turning byit of the control cam200. Return throw of reversing lever 294 restores the adjustments to zero or no drive.

The second embodiment of Figs. 16 to 21, shows an'iodified control which may be described as semi-automatic. The. mechanical parts are similar to the other figures down to a certain point, as indicated by corresponding reference numbers, including the shaft 220 rocked by the centrifuge, the contact disk 234 shifted by link 285 fromthe circuit breaking cams 290, 291, and the actuating motor 205 controlled by the relative positions of the contact disk and brush disk. The modified elements of the second embodiment may be described as follows.

Instead of a rotary brush disk 219 keyed to the shaft 220' as in the first embodiment, a

similar brush disk 301 is shown in Figs. 16

' and 17 loose on the shaft 220, and the movements of which are adapted to be controlled j ointlyfrom thecentrifu'ge through the shaft 220 and by manual control through the following connections. Attached to the disk 301 is shown an outwardly extending arm 302 to the end of whichis pivoted the rear section 303 of a connecting link, .as shown also in Fig. 18. This rear link portion is formed with a head or collar 304 from which extends a pin 305 slidable within a sleeve 306 extending rearwardly from the forward section 307 of the connecting link. F airly'strong springs 308 tend to hold the link portions 303 and 307 toward each other so as to shorten the combination link. This permits the section 307 to be shifted forwardly or rearwardly under manual control, While the rear section 303 must follow rearwardly, but can onlyfollow forwardly, with speed increases, as permitted by the centrifuge control.

At its forward end the combination link is shown pivoted to one arm of a bell crank 21. The rock arm 311' extends at a down ward rearward slant from a rock shaft 312 which may be turned manually. For -example, the rock shaft may extend at an upward slant inside the steering post 314 to a point above the steering wheel 315. At its upper end the rock shaft has attached to it a lever or handle 316 which may be swung manually to diflerentpositions over an arcshaped index or notched segment 317 the handle having a finger which may removably engage the notches.

To correspond with the four positions already described the notches are marked (Z for high, 0 for second, I) for low and a for disengagement or zero speed. The handle is shown in the high speed or (1 position, and the connected elements 301 to 312 are in corresponding position. When the handle is thrown from (Z toward a the connecting link 303, 307 moves rearward and the rotary disk 301 turns clockwise as seen in Figs. l7 and '18. The connections by which the centrifuge controls the switch disk 301 jointly with the manual control may be as follows. The shaft 220, rocked between its four positions according to the speed of the vehicle acting through the centrifuge, is shOWn. as having pinned to it a sector 320. The periphery of this sector constitutes acam cooperating-with a yielding follower or bar 322 slidable in a vertical slideway 323 and pressed downwardly by a spring 324- into peripheral engagement with the sector 320. By. this arrangement the adjustment of the cam sector 320 by the shaft 220 may determine a series of different vertical positions of the spring follower.

On Fig. 18, in dotted lines, the sector is inwill be somewhat lower, and positions 6 and a in which the lug will be still lower.

The follower 322, thus controlled from the centrifuge, cooperates with a stepped sector 326 which is keyed or pinned upon the hub of the switch brush disk 301, and engages with a dog 327 standing forward from the follower 322. The periphery of the sector 326 is shown as formed with a series of steps marked (1, a, b and a, with shouldersbetweenb and c and c and d. The step (Z is at the longest radiusand corresponds with the highest position of the dog 327, the dog being shown resting upon the step. The next step c is at a shortened radius or lower level, while the steps 6 and a are still lower and may be at substantially the same level,'or continuously connected, without shoulder, as indicated in Fig. 18.

The joint control of this mechanism may operate substantially as follows. The parts are shown in high or 03 position and are adapted to be readjusted towards or to low and zero positions by the manual control of the handle 316, which throws the disk 301 and so readjusts the drive, and in so doing throws the sector 326 through its several adjustments, until the step or surface I) or a is brought beneath the dog.

The manual control of the handle 316 is able to readjust the step sector 326 for speed decrease, as already explained, but is unable toshift it reversely for speed increase, except as permitted by the centrifuge and the cam sector 320. This is due to the fact that when the dog is droppedinto position 0 or b it engages the shoulder and locks the sector 326 against shifting for increase of speed, which shifting must await the elevation of the dog by the sector 320. The result is that Y the throw of the handle 316 from low to sec- 0nd or high (from b to 0 or (1) will merely stretch the springs 308 and elongate the connecting link 303, 307.- The springs give a pull upon the disk 301, so that as rapidly as the increase of driven speed causes the shifting of sector 320, the sector 326 will be allowed to shift for speed increase as the dog 327 progressively lifts. This permits the operator to throw his handle at will directly into high, relaying on the automatic control to delay the shifting of drive into high until the increase of speed of the vehicle warrants it.

On the other hand, when the handle 316 is thrown from high into second or into low, this acts through the connecting link for the direct shifting of the sector 326 and the switch disk 301, which is followed by operation of the motor to change the transmission from high to second or low. This arrangement also permits theoperator to set the handle 316 at some position other thanhigh, namely, at second or at low, and this will fix alimit above which the transmission can not be readjusted by the centrifuge. For

possible, and the automatic action is confined to or below that limit.

The arrangement of Figs. 16 to 21 therefore ail'ords an automatic centrifuge control of the transmission readjustment, qualified however by the manual control which permits speed decreases to be imposed at will, and permits a limit to be set to the speed intftreasing adjustments effected by the centriuge.

Whenever the handle 316 is thrown to the a or zero position this adjusts the disk 301 to its extreme position, causing the motor to operate until the control cams have disconnected. the two main clutches and discontinued all drive. Following this a manual action is necessary to restore drive, since the setting of the handle 316 at zero maintains the no-drive conditions, even if the centrifuge may be operating due to free movement or the coasting of the vehicle. It will be noticed that the surfaces a and b of the sector 326 are not separated by a shoulder, so that the sector may be readily adjusted manually between the a and 6 positions when the dog 327 rests on the continuous surface a-b. When the handle 316 is thrown from zero position a to low position b the sector 326 will at once take the 6 position and the disk 301 will move correspondingly, causing the motor to operate to throw the control cams andtransmiss'ion into low speed adjustment,

with the first main clutch engaged.

In the modification of Figs. 1 to 15 the centrifugal governor is able to eifect automatic transmission adjustments for speed increase, also for speed decrease, as already modification however the governor is not able to make adjustments for speed reduction because, as shown in Figs. 16 and 18, the sector 320 is not able to shift the sector 326 but merely to lift or lower the follower and its stop dog 327.

A further modification may be made whereby a governor may be employed to effect automatic adjustments of drive both for speed increase and speed decrease, while subject to manual control as to the maximum speed adjustment, so that, for example, the

mechanism may be set, as in Figs. to 21 so as to prevent the transmission from adjusting into high, and holding it in' second spaced apart. When the vehicle speed drops speed, oreven in low.

Figs. 22 and 23 show a modified form of overnor and connections of particular value or the described purposes. In Fig. 23 isshown the driven shaft 60 having keyways 65 as in Fig. 1. Also the shift collar 69 is shown, and the modified governor is accommodated to the rear of the collar, directly on the driven shaft, and between the collar and the bearing 80. The governor of Fig. 23 isin effect four centrifuges connected in tandem. Reading from the front to the rear, that is from the right to the left on Fig.; 23 there are shown four hubs-331, 332, 333 and 334, the first being pinned upon the driven shaft and the others s'lidable thereon, but rotatable therewith. and 333 has radial guides 336 for the governor weights or masses indicated at 338, 339 and 340 respectively. According to the principles of the modified governor the centrifugal masses are controlled by springs of varying strength. Thus the masses 338 are pulled inwardly by strong. springs 341, the masses 339 by medium springs 342 and the masses 340 by weak springs 343. In the adjustment shown the vehicle is supposed to.b e traveling at high speed and all the masses are held in their outward positions, centrifugal force having overcome all of the springs; If springs of uniform .strength are employed then masses of varying mass and pull wilLbe used.

When the vehicle slows down to a speed such that the driveshould be shifted from high to second the masses 338 will be snapped in by the strong springs 341 and effect the desired readjustment, the same happen ng through the springs 342 and" 343 in shifting from second to low or low to neutral, the strength of the springs, with relationto the masses, bein'g predetermined to make the shifts at the desired critical speeds.

The actual-shifts may be made through the hub 334 which is shown in high speed position, but can be shifted forward to three successive other positions by the actions of the three centrifuges. For example there is shown on theinasses 338 cam pins 345 engaging inclined cams 346 on the hub 332. Similar pins 347 on the masses 339 engage cams 348 on the hub 333; and pins 3490n the masses 340 engage cams 350 on thehub 334. As each successive pair of masses snaps inwardly its pins act on the cams, causing all of the hubs to the rear thereof to move forwardly, including the last hub 334 which is shown provided with a groove 352 engaging a roll 353 on a rock arm 354. Each mass is shown as having an inclined groove or shoulder 344 along which the cam slides and coop- Each of vthe hubs 331, 332' thereb enating with the pinto displace the cam and hub.

As the parts are shown the four hubs are i from high to medium the first centrifuge will close in andthe gap between hubs 331 and 332 will close, thus shifting the grooved hub 334 by one space. When the second centrifuge acts the second gap will be closed and when the third centrifuge all the gaps will be closed, thus moving the grooved hub succes- The reverse action takes place as the vehicle speed increases progressively from zero to high,"so that normally the transmitting ,connections will be readjustedautomatically for speed increase as well as speed decrease.

- The rock arm '354 thus shifted by the centrifuge is mounted on a rock shaft 355, which consequently takes four positions according.

to the speed of the vehicle. The rock shaft 355 appears in Fig. 22 where'it carries a rock ing notches 361 on the sector. The connec tions to the motor and the adjustments made by the motor will not be further here referredtd' In order to permit auxiliary control of the switch disk movements, the rock arm 357 may be loose upon the rock shaft. 355, but held .resiliently in a given spring 363. Above the ulcrum 355 is an extension arm 364 from which extends a link 365 to a manual" adjusting means such for example as shownin Figs. 19.and 20.

Attached to the rock arm 357 is showna link 367 having a slottedconnection to a pin ona lever 368 which in turn is connected by a link 369 to the foot throttle such for example as shown in Fig. '2, so that in initially starting the described parts may be shifted from neutral to low to initiate the travel of the vehicle.

. Fig. 22 shows also a reversing lever 371arfposition by a stout -sive1yforward through its four positions. I

ranged in such position that it may strike the end of thelink 367 and thrust it from neutral to the position shown in Fig. 22, which effects the closing of the first and second main 4 clutches of the transmission as is necessary for the reverse drive. .The reverse lever is formed with a cam slot 372 engaging apin 373 mounted ona lever 374 which may be connected to cause the shift of the rod 101 and into gear.

y the sleeye 69 to put the reverse drive 

